Buffing mechanism for railroad-cars.



W. H. MINER.

BUFFING MECHANISM FOR RAILROAD CARS.

APPLICATION FILED JUNE l2, I9I4.

Patented June 15, 1915.

2 SHEETSSHEET I.

IN VEN TOR.

WITNESSES A TTORN W. H. MINER.

BUFFING MECHANISM FOR RAILROAD CARS.

APPLICATION FILED JUNE 12. 1914.

1,142,832. Patented June 15, 1915.

2 SHEETS-SHEET 2.

i IIIIIII/IIIII,

l|ll

IN VEN TOR. WITNESSES: HM

UNITED STATES PATENT OFFIG WILLIA M H. MINER, F CHAZY, NEW YORK.

BUFFING MECHANISM FOR RAILROAD-CARS.

Specification of Letters Patent.

Patented June 15, 1915.

Application filed June 12, 1914. Serial No. 844,613.

' concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to improvements in buffing mechanism for railroad cars.

One of the objects of my invention is, to provide an efficient means for connecting a U-shaped yoke member to a draw-bar.

Another object is, to provide a draw-bar extension which is of itself adapted to afford resistance to the initial movements of the draw-bar.

A further object is, to provide a draw- 2 bar extension enabling the use in passenger car draft rigging of the standard short freight car draw-bar, and for cushioning the initial movements of the draw-bar by mechanism mounted in the draw-bar extension.

A further object is, to permit the use in passenger cars of high capacitied draft gears of comparatively short movement in connection with'the standard short freight car draw-bar by the use of a draw-bar extension having cushioning means for resisting a portion of the movement of the draw-bar before the draft gear is brought into compression resisting action.

In the drawings forming a part of this specification, Figured is a side elevation, partly in vertical longitudinal section, of a draft rigging and parts adjacent thereto embodying my invention. Fig. 2 is a plan .view, partly in horizontal section. Fig. 3 is a detail view illustrating the forward end of the draw-bar extension in vertical longitudinal section, and showing in side elevation the draw-bar mounted in connection therewith. Fig. 4 is a plan view in buff, partly in horizontal section, of the forward end of the drawbar extension and the drawbar connected therewith, the same being taken on line M of Fig. 3. Fig. 5 is a cross-section taken on line 55 of Fig. 3.

Referring to the drawings, the numeral 6 indicates a portion of the end framework of a railroad car having the buffer 7 mounted therein, a buffer car 8 connected therewith and engaged at its forward end by the face plate 9. Suitably secured to the framework of the car, preferably by the rivets 1010 are the stop members 1ll1 for the draft gear 12, the stop members being provided with the front stop shoulders l313, front limiting stop shoulders l4. -14, rear stop shoulders 15.'l5, and rear limiting stop shoulders l6 l6. The draft gear l2 com-w prises a shell 17 containing friction and spring mechanism, the said draft gear being mounted between the front and rear followers 18 and 19, respectively. A. U-shaped draft yoke 21 is connected at its free ends to a draw-bar extension 22. The drawbar extension 22 is provided at its rear end with upper and lower angular arms 23 and 24, respectively, spaced apart from the main stem 27 of the draw-bar extension and forming slots 25 and 26, each to receive a free end of the draft yoke 21. The arms 23 and 24, the rear portion 27 of the draw-bar extension, and the free ends of the draft yoke are provided with registering perforations 28 to receive the connecting bolt 29, which is provided at one end with a head 30, and at the other end with a nut 31 secured against accidental displacement by a cotter key This structure of the bar 22 affords a secure connection with the Ushaped draft yoke, the arms 23 and 2% engaging the outer faces of the free ends of the yoke and holding the same against their tendency to spread when strain is applied thereto in the movements of the rigging. At its forward end the draw-bar extension is provided with a jaw-like member 33 having a space 34 be tween the two arms 85*35 thereof to receive a standard freight draw-bar 36, the same being provided with a transverse slot 37 registering with slots 38-38 in the arms 35, 35 for the passage of the key 39. The rear face 4-0 of the butt 41 of the draw-bar 36 is engaged by a spring 42. The butt &1 of the draw-bar is adapted to move against said spring 42 within the recess 43 formed in the forward end of the draw-bar extension,

and between the arms 35, 35 thereof. The spring 42 is seated in a further rearward extension 44 of the recess 43, the rear wall of the recess 44 being formed by a plate 45, preferably integral with the upper and lower walls 46 and-47 and the side walls 4848 of the draw-bar extension. Within the recess 43 are formed the shoulders 4949 to limit the rearward movement of the draw-bar in reference to the draw-bar extension, and to limit the compression of the spring 42. 'Back of the wall 45, the drawbar extension is provided with a recess-5i to receive the rear spring 52, the same being rearwardly seated against a sleeve 53 mounted upon the transverse key 54 which passes through the slots 5555 in the side walls of the draw-bar extension, the said slots being forwardly extended to permit forward movement of the key 54 therein. The slots 38-38 in the forward jaws of the drawbar extension are longitudinally extended to permit both forward and rearward movement of the key 39 therein. The keys 39 and 54 are connected at their ends by the links 56-56, the said links being rearwardly provided with the slots 5757 to permit their mounting upon the rear key 54, and forwardly provided with slots 58-58 to permit their mounting upon the forward key 39. The slots 58*58 are rearwardly extended to permit the travel of the key 39 therein on rearward movement of the drawbar without simultaneous movement of the links 56 therewith.

On normal position of the parts, the draw-bar extension springs are m tliQgPOSl tions illustrated in Fig. 3 of the drawings";v

movement by the rear follower in engage-- ment with the rear stop members. In such rearward movement, the key 39 slides rearwardly in the adjacent slots in the drawbar extension and in the forward slots in the links 56. On forward movement of the draw-bar, the key 39 of the draw-bar extension engages the forward ends of the slots 58 in the links 56, drawing the links forwardly, and forwardly actuating the rear draw-bar extension key 54, which in turn, through the sleeve 53, bears against and compresses the rear draw-bar extension spring 52. By means of the resilient mechanism pro vided in the draw-bar extension, a high capacitied draft gear with a comparatively ,high preliminary resistance may be employed, the initial movements of the draw bar being cushioned by the mechanism of the draw-har extension, and easy starting and stopping of passenger cars is insured thereby. As will be understood, the spring 52 and sleeve 53 are inserted within the rethe draw-bar extension.

I claim 1. In a draft rigging for railway cars, in-

combination, a draft yoke, a draw-bar, a draw-bar extension connected to the draft yoke, and slidably connected to the drawbar, springs and keys, one of said keys slidably connecting the draw-bar to the draw bar extension, one of the springs being mounted between the draw-bar and the draw-bar extension, the other of said springs being mounted between the draw-bar extension and the other key, the last mentioned key bein slidably connected to the first mentione key.

2. In a railwa draft rigging, in combination, a draft yo e, a draw-bar, a draw-bar extension, keys, springs and links, the drawbar extension being forwardly provided with jaws to receive the draw-bar, a key slidably connecting the draw-bar to said jaws, one of said springs being seated between the draw-bar and the draw-bar extension, another spring bein seated between the draw-bar extenslon an a Key, the links slidably connecting the keys.

3. In a draft rigging for railway cars, in combinatioma draw-bar, adrift yoke, a draw-bar extension connected to the draft yoke, front and vrear keys, front and rear draw-bar extension springs, and links, the draw-bar extension being provided with lateral slots for each key, the front key passing through the draw-bar and slidably connecting it to the draw-bar" extension, the front spring being mounted between the draw-bar and means provided in the drawbar extension, the rear s ring beir'g seated between the rear key an the draw-bar extension, the links slidably connecting the two keys, each of said keys having a sliding engagement with the draw-bar extension. 1

4. Ina railway draft ri ging, the combination with a draw bar an a draft yoke, of

a draw bar extension interposed between said draw bar and yoke, means for connecting the draw bar extension with the yoke, and means for yieldingly connecting the draw bar extension with the draw bar, said last named means comprising transversely extending keys through the draw bar extension, links extending between the keys, one of said keys passing through a slot in the draw bar, and

springs located within said draw bar extension. j

5. In a draft rigging for railway cars, the combination with a draw bar and a draft yoke, of a draw bar extension interposed between said draw bar and yoke, means for connecting the yoke with therear end of the draw bar extensiomand means for connecting the front end of the draw bar extension to the draw bar, said last named means com prising a pair of keys mounted in elongated slots in the draw bar extension and adapted to have movement therein one (if said keys interposed between said wall and the rear passing through a slot in the draw bar, links end of the draw bar, and a second spring inextending between said keys and slotted to terposed between said Wall and the rear key 10 receive the same, the slots in said links for WILLIAM H. MINER.

8 one of said keys being elongated, an integral Witnesses: I

Wall formed on theinterior of said draw bar CARRIE G. RANZ, extension intermediate said keys, :1 spring Anmnn R. ARNOLD. 

